SSB DoT4
| SSB DoT4 | |
|---|---|
 Last operational DoT4 No. 917
|
|
| Numbering: | 901-935 |
| Number: | 35 |
| Manufacturer: | Machine factory in Esslingen |
| Year of construction (s): | 1964-1966 |
| Retirement: | 1983 |
| Gauge : | 1000 mm ( meter gauge ) |
| Motor type: | DC motor |
| Power transmission: | Overhead line |
| Drive: | Electric drive |
| Coupling type: | Scharfenberg coupling |
The Dot4 is controlled by Maschinenfabrik Esslingen 1964-1966 from two two-axis meterspurigen tramcars of type T2 / type 29 according to Bauer converted, four-axle two-car in the joint construction of Stuttgart streetcars AG . It is used in Bauer et al. also called type 32. Due to the different nature of the original T2 multiple units (not due to the year of conversion), three different sub-types can be distinguished with the following, albeit minor, structural differences:
- 32.1 : conversion from 29.4 and 29.5; Roof boxes for line number films
- 32.2 : modification from 29.3; Roof boxes for line number plug-in labels
- 32.3 : modification from 29.2; Roof boxes for line number plug-in signs, angular, raised rear lights
The party car No. 999 (converted from type 32.2; one-off) was later designated as type 32.4 .
The individual rebuilding railcars
| Wagon number | Type | Year of renovation | ex T2 bow / stern | Serial number | Comments (explanation see below) |
|---|---|---|---|---|---|
| 901 | 32.1 | 1964 | 742/743 | 25950 | |
| 902 | 32.1 | 1964 | 741/744 | 25952 | The first SSB railcar to carry a full advertisement from a Hamburg-based frozen food manufacturer |
| 903 | 32.1 | 1964 | 745/746 | 25951 | |
| 904 | 32.2 | 1964 | 728/732 | 25953 | |
| 905 | 32.2 | 1964 | 730/731 | 25954 | |
| 906 | 32.2 | 1964 | 727/729 | 25955 | |
| 907 | 32.2 | 1964 | 733/734 | 25956 | |
| 908 | 32.2 | 1965 | 735/736 | 25957 | 1984 MVG , thence 2000 CTP to Arad sold |
| 909 | 32.2 | 1965 | 737/738 | 25958 | |
| 910 | 32.2 | 1965 | 739/740 | 25959 | Conversion to ATW 2040 |
| 911 | 32.1 | 1965 | 747/748 | 25984 | |
| 912 | 32.3 | 1965 | 791/792 | 25960 | In 1983 deposited for museum purposes, e.g. Not operational at the moment |
| 913 | 32.1 | 1965 | 749/750 | 25983 | |
| 914 | 32.3 | 1965 | 778/779 | 25961 | Conversion to ATW 2041 |
| 915 | 32.3 | 1965 | 780/781 | 25962 | |
| 916 | 32.3 | 1965 | 782/783 | 25963 | Conversion to ATW 2042 |
| 917 | 32.3 | 1965 | 784/785 | 25964 | drivable museum railcar |
| 918 | 32.3 | 1965 | 786/788 | 25965 | |
| 919 | 32.3 | 1965 | 787/790 | 25966 | |
| 920 | 32.1 | 1965 | 793/796 | 25967 | |
| 921 | 32.1 | 1965 | 795/797 | 25968 | |
| 922 | 32.3 | 1965 | 789/794 | 25969 | |
| 923 | 32.2 | 1965 | 307/308 | 25970 | |
| 924 | 32.2 | 1965 | 326/324 | 25971 | |
| 925 | 32.2 | 1965 | 325/323 | 25972 | Conversion to ATW 2043 |
| 926 | 32.2 | 1965 | 320/322 | 25973 | |
| 927 | 32.2 | 1965 | 319/321 | 25974 | |
| 928 | 32.2 | 1965 | 317/318 | 25975 | 1984 to MVG, from there in 2000 to CTP |
| 929 | 32.2 | 1965 | 315/316 | 25976 | 1979 redesigned to party car 999, not operational |
| 930 | 32.2 | 1965 | 313/314 | 25977 | |
| 931 | 32.2 | 1965 | 311/312 | 25978 | 1984 sold to what was then DSM , scrapped in 2006 |
| 932 | 32.2 | 1965 | 309/310 | 25979 | |
| 933 | 32.2 | 1965 | 306/305 | 25980 | Conversion to ATW 2044 |
| 934 | 32.2 | 1966 | 303/304 | 25981 | Conversion to ATW 2045 |
| 935 | 32.2 | 1966 | 301/302 | 25982 |
prehistory
background
In the period of the economic miracle from the mid-1950s, when the number of passengers also skyrocketed, the trend moved away from the labor-intensive two-axle trains made up of multiple units and sidecars and towards large articulated multiple units. From this point of view, the procurement of the 123 type T2 multiple units in Stuttgart from 1954 onwards, including the associated trailer, was already a step backwards; on the other hand, the wagons, with their highly modern equipment for the time, were urgently needed to counter vehicle bottlenecks and to replace older rolling stock from the pre-war period; In addition, it was already becoming apparent that the GT6 multiple units, which had recently been put into service, were unsuitable for most of the Stuttgart routes because of their excessively large vehicle gauge.
"Tazzelwurm" and twin railcars
In order to meet the need for open- plan cars in a "typically Swabian" manner using existing materials and to save on conductors' staff, the SSB built in 1958 on a trial basis the old multiple units 201 and 202 (built in 1927) and the trailer cars 1201 and 1202, each with a double-articulated drive. and sidecars with the numbers 201 (III) and 1201 (II). Because of the technically outdated and light wooden structure in general and especially because of the high center of gravity of the railcar, which led to a rather unsafe run, this combination, which was nicknamed "Tazzelwurm", did not prove itself in operation and was scrapped in 1965 after a long period of storage. A previous attempt with the twin railcar 501, which was assembled in 1937 from the railcars 565 and 566 (built in 1912) and was mainly used on the short branch line "Sp" Ruhbank - Degerloch playgrounds , already failed because of the transition structure unsuitable for rigid two-axle vehicles which it tended to derail, especially in S-curves, so that the car was dismantled again in 1940.
Reconstruction, modernization and use
After the arrival of a total of 350 short-articulated railcars of the type GT4 from 1959 onwards, a large number of the two-axle vehicles had become redundant, and because some routes through densely built-up area on a hillside were not allowed to be used by the GT4 because of their cornering (or only with a ban on encountering people) From 1965 the SSB converted 70 of the well-preserved T2 to 35 double multiple units, which were also technically largely based on the GT4. For this purpose, the rear of the leading T2 was removed and the front part of the trailing T2 was removed as far as the doors, and a floating middle section with an additional swing door unit, which was structurally and creatively based on the previous GT4 vehicle, was inserted via two self-supporting articulated structures. This combination with the original real wood floor in the railcars and the plastic dominating in the middle section earned the vehicle the nickname "two-room-with-bathroom" railcar in fan circles. The front right sliding door was replaced by a larger double swing door, the remaining doors on the left were locked in the planning service and were only used for ventilation on hot days and as emergency doors. For technical reasons, including the excess length of the vehicles, the wagons were halved by freight train and delivered to the Wangen track storage area and only finally assembled on site.
Sidecars of type B0 (pronounced: be-null), later also called B2, were not converted. On the one hand, the bad experiences with the “Tazzelwurm” spoke against this, and on the other hand, such a conversion, as well as the assembly of a motor with a sidecar, which is repeatedly described as possible in fan literature, would not have been technically feasible. This is due to the lack of an underframe on the sidecar, so that, unlike the railcar, the middle section cannot be saddled on here. In addition, especially in later years, the trains with two GT 4 defined the standard length for the stops; With a DoT 4 this is already achieved when hanging with a sidecar. The sidecars, like the railcars, were converted to run without conductors. The trains were used together until 1983. The conversion of the door control carried out on the GT 4 was no longer carried out on the DoT 4 and the sidecar, so the vehicle group T2 - Bo - DoT 4 is no longer compatible with the GT 4 today. Further modifications during the modernization of the GT 4 led to a complete electrical incompatibility, which is why the tow-DoT 4 always tows with an isolated GT 4 clutch.
The DoT4 came mainly on the above-mentioned "narrow" lines 8 Gablenberg - Vogelsang - Botnang and 10 Doggenburg - Birkenwaldstraße - Killesberg , later also on lines 13 Feuerbach - Wangen - Hedelfingen and 21 Leipziger Platz or Vogelsang - Obere Ziegelei (from 1978 Line 2) used. From the beginning, the cars were only designed for one direction of travel (one-way car): the inductive point control (IWS) and later the inductive train control (IZB) are only available at the front driver's cab. With the exception of the first (converted) car (TW 901), the control switches were moved back a few centimeters from the start in order to gain more space for the new dashboard and for the driver. The rear driver's seat remained largely unchanged, so there are a lot of control options missing here. It is particularly noticeable that the new automatic overcurrent device, which works together for both halves of the car, is installed above the front driver's cab and cannot be switched on remotely from behind. The rear pantograph, which was only used in sidecar traffic, was removed over time. It was used to limit the total quiescent current of the front pantograph. If this had not been done, it would have been possible to unintentionally switch points, since at that time some of them were still set above the power consumption of the vehicle. When the last small-profile sections of the route were expanded or switched to bus operation in October 1978, the DoT4s were only used on the new line 2 and in "lower services" as reinforcement and as an emergency vehicle, especially in festival and stadium traffic. They stayed on Line 2 until 1983, only then did the construction of a new track loop on Vogelsang enable the GT 4 to be used outside of rush hour (HVZ). In the peak hours, GT 4 were also used on Line 2 beforehand, as the terminal stop was in Botnang at this time.
Compared to the GT4, the DoT4's articulated construction was complex and the principle of passenger flow from back to front was long outdated, especially since the conductor's seat was no longer occupied. The running of the two-axle chassis opposite the bogie car was uneven. The shrinkage of the SSB network ended in 1978, at which point the GT 4 could have covered all regular services. It is therefore not surprising that the DoT 4 ended in 1983 when the external constraints (tight curve at the Vogelsang terminus) ceased to exist.
Other areas of use of the railcars and their whereabouts
Accident equipment driven vehicle
The SSB built its own for the six meter gauge depots Degerloch (Vb 1) , Feuerbach (Vb 3) , Ostheim (Vb 4) , Bad Cannstatt (Vb 5) , Vogelsang (Vb 6) and Zuffenhausen (Vb 8) that were still in existence in 1983 The workshop converts one of the DoT4s, which are driven on all axles and therefore very powerful, to a device or towing motor vehicle. With the closure of a depot, the respective device Tw was scrapped shortly afterwards. Today only the ATW 2041 of the Bad Cannstatt depot and a drive unit of the former ATW 2045 (Zuffenhausen), which belongs to the inventory of the Stuttgart Historic Trams Association, still exist .
- ATW 2040 (ex 910): Degerloch depot , closed in 1990, scrapped in 1992.
- ATW 2041 (ex 914): Bad Cannstatt depot , last used in transfer traffic from Möhringen (with GT4 630) on March 18, 2008, has since been held as a spare parts dispenser for the last DoT4.
- ATW 2042 (ex 916): Vogelsang depot , closed and scrapped in 1989.
- ATW 2043 (ex 925): Feuerbach depot , closed and scrapped in 1986.
- ATW 2044 (ex 933): Ostheim depot , scrapped in 1987 (depot closed in 1986, but still used as a storage and storage hall until 1995).
- ATW 2045 (ex 934): Zuffenhausen depot , closed in 1994, dismantled in 1996.
Museum railcar
In 1983, the SSB added the multiple units 912 and 917 to the museum's collection, whereby the Tw 917 is still approved for use in passenger traffic and, in the course of an overhaul in 1998, received its second pantograph back in addition to a new paint job. Today it is used alone or with the sidecar 1547 or 1605, mainly on the old-timer line 23 . TW 912 was parked in an operational condition, but it no longer received an HU and would have to be adapted today at least for the higher contact line voltage.
Railcar 931 was sold in 1984 to the "German Tram Museum Hanover" in Sehnde-Wehmingen, but after its insolvency in 1987 and the restructuring of the existing vehicle collection, it was no longer listed in the inventory of the successor association of the Hanover Tram Museum (HSM) eV Use of the meter-gauge vehicle was no longer expected. The car was partially dismantled in autumn 2006 by members of the " Stuttgarter Historische Straßenbahnen " association for the purpose of obtaining spare parts for various roadworthy historic cars. The vehicle was then scrapped.
Party car
In 1979, the SSB converted the motor coach 929 into a "party car" in its own workshop, which was given the "schnapps number" 999 and special equipment, which is why it was subsequently referred to as the type 32.4. To do this, the middle and left-hand doors were removed, the middle section was redesigned to become a dance and stage area, and the interior of the vehicle was provided with plush and carpeting, upholstered seats, frilled curtains, tables and brass lamps. A closed driver's cab and a chemical toilet were installed in the front of the vehicle and a cloakroom was installed in the rear of the vehicle; the former conductor's cabin was converted into a bar with a cassette recorder and CD player and the rear driver's cab into a storage room. The line designation “P”, the destination signs “Partywagen” and “Fahrt ins Blaue” and the special paintwork based on designs by the Stuttgart graphic artist Hellmuth Gittinger completed the appearance of this vehicle, which was used on all SSB meter- gauge routes from 1980 and can be rented by everyone could and enjoyed great popularity. The SSB party car was the model for many similarly designed tourism or restaurant railcars from other transport companies.
Due to the progressive expansion of the Stadtbahn , he gradually lost the operational routes from 1985 onwards, and the elimination of the panoramic routes over the Neue Weinsteige (1987) and the Botnanger Sattel (1994) were particularly "painful". After an operational disruption due to wear and tear in March 1995, it was decided to only use the car in regular traffic until the end of 1995, despite the license that was still valid until 1996, as a renewed general inspection would no longer have been justifiable given an ever-shrinking route network. After a farewell trip on January 6, 1996, the party car was added to the collection of the Zuffenhausen Tram Museum after more than 40 years of service, still in working order . Due to its worn out interior, it has not been used again, for example as a museum café.
Resales
The railcars 908 and 928 were sold to Mannheimer Verkehrs-Aktiengesellschaft (MVG) in 1984 , which they converted into two two-axle rail grinding cars in their workshop. In 2000 MVG sold the vehicles to the “Compania de Transport Public” (CTP) in Arad (Romania) .
All other DoT4s that remained with the SSB and had not been converted were scrapped between 1981 and 1984 at Möhringen station .
literature
- G. Bauer: The vehicles of the Stuttgart trams ; U. Theurer; C. Jeanmaire, ISBN 3856490337 .
- G. Bauer: From the tram to the Stuttgart city railway 1975 - 2000 ; U. Theurer, ISBN 3-00-006615-2